S&S Cycle Frequently Asked Questions
The S&S Tech Team is here to help, but you may also find the answers to your questions in the knowledge base below.
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All S&S catalogs are available on our site in an easily readable format.
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Most of the Street Legal exhaust systems are emissions legal in all 50 states.
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S&S recommends its custom blended formula of 20W/50 synthetic oils for the T & V series engines.
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Many of the S&S exhaust offerings feature a removable dB reducer designed to help you tune the sound and performance of your motorcycle. Most of these dB reducers can be removed via Allen bolt(s) in the muffler or muffler endcap.
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All S&S engines will have a serial number on the left (primary) side below the cylinders.
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There is a detailed dealer locator on our site or you can visit one of the many online retailers that carry our parts.
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Check with your local dealer first, if that dealer does not carry S&S gear, it can be purchased from the S&S website.
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S&S stamps all of our flywheels with an identifying code. In most cases that can be read by removing the timing plug on the crankcase. Make note of the code and contact S&S Cycle, we can generally share bore/stroke and date of manufacturer.
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For best results, we encourage you to use our SHOP BY MOTORCYCLE tool on the S&S Cycle Website. Fill in your info and drill down to the parts that fit your bike.
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Currently the GNX Slip on fitment is for 2017 and later touring models only. That may change in the future and we encourage you to use our Year/Make/Model fitment tool on the S&S Cycle Website
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Proper jetting is a product of many variables. Engine displacement, compression, elevation, etc all play a role as well as main, pilot, air bleed, air cleaner and exhaust. We recommend you review the information supplied with our carburetors to get you started. We also have a tuning quick guide on our website and YouTube videos to help you through this process.
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S&S builds an extensive line of performance parts for the Royal Enfield 650 Twin, including exhaust, big bore and cams.
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Most product pages have an instruction link to a PDF or video. Search the product or part number by clicking on the magnifying glass in the upper right corner of the site or go to our instruction sheet landing page here
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The S&S HI4N ignition does not fit into the Sportster ignition housing.
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Yes but it is still necessary to install the supplied shims underneath the stock valve springs. In order to accomplish this you will need to remove the cylinder head as described within the installation instructions (be sure to order a replacement cylinder head gasket) or utilize special shop tools which allow you to remove the valve springs without removing the cylinder head.
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S&S recommends a synthetic 20W50 oil in most engines. In fact, S&S has formulated a unique oil specifically to tolerate the challenges of an air cooled engine. For the Vintage engines like the KN if you are going to be riding in hot weather a straight 50w may be needed, as these engines are true to the original design and can seep some oil.
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S&S does not supply tunes.
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S&S does not build transmissions
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Most S&S engines work with factory installed charging systems.
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Depends on the engine. Most S&S engines integrate some sort of compression release system which negates the need for a more powerful starter.
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S&S recommends that you reuse your stock long bolts as specified in the instruction sheet.
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The groove on the back of the S&S oil pumps for M8 applications is there to accept the factory seal when it is necessary.
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Quickee pushrods for the twin cam engine are all the same length, for the V series or EVO engines there are 2 long and 2 short. The shorter pushrods will go into the intake tappets.
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S&S does not build an ignition for the Twin Cam platform
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S&S does not build a kit that replaces the Magneti Marelli system. If you are looking into a doing your own carb conversion we do have Super E and G fitments for your EVO and Twin Cam bikes. Also, our HI-4N ignition system is a popular choice when performing a carb conversion on EVO.
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S&S Twin Cam style engines run Timken bearings, which are larger than the stock roller bearings that Harley installed their TC engines beginning in 2003. Harley Davidson used Timken Bearings up to 2002 and the stock sprocket spacer can be reused.
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S&S does not build a drop in big bore kit for the evo engine. We do supply a number of kits that either swap out the crank or require case machining to achieve a larger bore.
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Use of a gear drive cam eliminates wearable parts and increases timing accuracy across the RPM range, but requires the crank operate in a very true state. Using a fixture and a dial indicator, the crank is rotated 360 degrees and can not have more than .005" of runout.
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Many S&S performance parts have a dyno chart linked to their product page on our site.
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S&S Rocker boxes, for T and V series engines will have a round hole in the center of the lid. We have two versions, billet (4 bolts in the the lid) and die cast (six bolts in the lid), our rocker boxes are also two piece.
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Most S&S engines come with a Manufacturer's Statement of Origin (MSO). This document can be critical in registering your bike and if lost requires we create a duplicate. A duplicate MSO can be obtained by contacting S&S Cycle and supplying proof of purchase of the engine.
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Click on the Dealer Center link on the top of the S&S site for our dealer application. Follow the instructions for consideration.
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The S&S 465 Cam is designed to add more power lower in the RPM range is best suited to a stage 1 engine on a touring bike. The 475 cam moves that power a little higher in the RPM range and keeps it going on the 107 and 114" models.
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This depends on where in the engine size and RPM range you want power. For instance, a loaded M8 touring bike would want more power early in the RPM range and and a 107 or 114 would be best served with a 465 cam, while an M8 Softail with a rider that rides highways would be better off with a 475 cam.
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S&S does not rebuild engines and in the case of Evo and Twin Cam engines it's often more economical to replace the factory engine with a 111" or larger S&S engine (straight bolt in, two year warranty).
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The S&S 465 Cam is designed to add more power lower in the RPM range is best suited to a stage 1 engine on a touring bike. The 475 cam moves that power a little higher in the RPM range and keeps it going on the 107 and 114" models.
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The S&S oils are mixed at a private facility in the USA and are made to S&S's specific formula.
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This depends on where in the engine size and RPM range you want power. For instance, a loaded M8 touring bike would want more power early in the RPM range and and a 107 or 114 would be best served with a 465 cam, while an M8 Softail with a rider that rides highways would be better off with a 475 cam.
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We build a number of bolt in engines for the 1999-2017 Twin Cam Dyna and touring models (only top end for the Softail line). The largest cubic inch engine for these bikes would be our 143" monster.
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We are often hiring and run several of our areas in multiple shifts. Check out the link below for current openings and send us your resume!
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Any model that uses mid controls requires the S&S brake pedal when running our SuperStreet Exhaust.
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If you install a larger cam, big bore kit or longer stroke crank you must have an adjustable/tunable ignition system. For Carbureted bikes you will need to verify the carb jetting and add an ignition that allows you to adjust the timing curve. For fuel Injected bikes you can add a tuner that will allow you to adjust fuel flow rates and adjust the ignition curve. S&S highly recommends the bike be Dyno tuned to ensure your engine is set up to operate within the proper fuel and ignition parameters through the RPM range to avoid possible damage to your engine.
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If you install a larger cam, big bore kit or longer stroke crank you must have an adjustable/tunable ignition system. For Carbureted bikes you will need to verify the carb jetting and add an ignition that allows you to adjust the timing curve. For fuel Injected bikes you can add a tuner that will allow you to adjust fuel flow rates and adjust the ignition curve. S&S highly recommends the bike be Dyno tuned to ensure your engine is set up to operate within the proper fuel and ignition parameters through the RPM range to avoid possible damage to your engine.
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If you install an S&S engine you must have an adjustable/tunable ignition system. For Carbureted bikes you will need to verify the carb jetting and add an ignition that allows you to adjust the timing curve. For fuel Injected bikes you can add a tuner that will allow you to adjust fuel flow rates and adjust the ignition curve. S&S highly recommends the bike be Dyno tuned to ensure your engine is set up to operate within the proper fuel and ignition parameters through the RPM range to avoid possible damage to your engine.
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If you install a larger cam, big bore kit or longer stroke crank you must have an adjustable/tunable ignition system. For Carbureted bikes you will need to verify the carb jetting and add an ignition that allows you to adjust the timing curve.S&S highly recommends the bike be Dyno tuned to ensure your engine is set up to operate within the proper fuel and ignition parameters through the RPM range to avoid possible damage to your engine.
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Yes, we have stock 4-3/8" stroke flywheels for 107" and 4-1/2" stroke flywheels for 114"/117" with the tapered wrist pin connecting rod.